Antifriction-bearing.



E. S. WOODS.

ANTIFRICTION BEARING.

APPLICATION FILED JAN. 6, 1909.

97 9, 727 Patented Dec. 27, 1910.

Z7 Z5 2 A5 UNITED STATES PATENT OFF EDWIN s. woons, or CHICAGO, ILLINOIS.

AN IrnIcTIon-nnARme.

Specification of Letters Patent, Pa,tente( l Dec. 27, 1910. Application filed J'anuary 6, 1909. Serial No. 470,982. I

of Chicagofinthe county of. Cook and State;

'of'Illinois, have invented certain new and useful Improvements in .Antifriction-Bearings; and I do hereby. declare that the-following is a full, clear, and exact description pended claims.

thereof, reference being had to the accompanying drawings, and to theletters of referenoe marked thereon, which form a part of this specification. This invention relates toimprovements in antifriction bearings for railway cars, and for generally similar uses,and the invention consists, in the matters hereinafter set forth and more particularly pointed out in the ap- My invention is herein shown as applied to a side bearing for railway cars, arranged to be applied between the truck' and body bolsters, and certain features of my improve- .ments are especially adaptable to bearingsfor this purpose. Certain features of the invention may be applied to other forms of bearings. The following specific description of the side bearing herein illustrated is not intended to impose limitations with respect to the structural'details of, the device or its ap lication or use.

n the drawings :Figure 1 is a longitudinal section of a side bearing for railway cars embodying-my invention. Fig. 2 is a top plan view of the bearing. Fig. 3 is an end view thereof, partially broken away. Fig. 4 is an end view of a modification of the bearing. Fig. 5 is a fragmentary perspective view, illustrating one of the tracks for supporting the antifriction element when out of contact with the upper and lower bearing members. Fig. 6-is an axial section of an antifriction element which may be employed in said bearing. 1

'The side bearing shown "in the drawing embraces, in general terms, acasing or car-- rier l0 which'is formed to provide an elongated chamber 11 to receive an antifriction element, herein shown as consisting of a roller 12 which is capable of rolling endwise of said chamber. The said roller is provided at its ends with end bearings or trunnions 14 and ;the carrier is provided at its side walls with elongated channels 15 to receive channels are'formed by generally horizontal flanges 16 which extend inwardly from the lower'margins of the sidewalls of the carrier. Said flanges constitute tracks on which the trunnions rest and roll when the roller is free from the upper and lower bearing surfaces, whereby the roller maybe returned to a central or other position in the carrier, as common in this type of bearing. The illustrated arrangement of centering the roller is like that shown in my'pending a plication for U. S. Letters Patent, Seria Number 417,275, filed on the 24th day of February 1908.

The carrier is attached to its support, as the body bolster of a car, by 'means of suitably located lugs 18, l8 extending laterally from the top wall thereof which are apertured to receive fastening bolts. The upper bearing member for the roller consists, as shown in Figs. 1 to 3 inclusive, of a steel wear plate20 which is fittedto the lower side 0 may be fixed in the carrier in any suitable manner. Rivets 21 are shown as fixing said wear plate to the top wall of the carrier. The lower bearing member for the roller is indicated by the line 22 which, in a side bearing, usually consists of a fiat plate attached to the truck bolster below the body bolsterk In some instances the upper bearing member for the roller may consist of the lower side 23 ofvthe upper wall of the carrier.

The carrier may be made of two parts or halves 25, 26 which are joined by means of fiat fitting lugs 27,. 28 extending laterally from the walls, ofthe carrier and the two parts of the carrier maybe fastened together by bolts or rivets 29.extending through aper-.,

' attached together, extend laterally from the side Walls of the carrier- As'l1erein shown,

the lugs 27 ofthe uppermember are formed on short, laterally extending flanges 30, 30 of the side walls, and the members of the casing are joined in such manner that said flanges 80 constitute the upper wallsof the trunnion receiving channels 15, the side and bot-tom walls of which channels are formed by the side walls of the lower member and the track fianges'16, respectively.

The form of the carrier members thus described permits said members 'to be made the top wall of the carrier and which of drop forgings and also enables the same to beassembled to provide the required internal contour to conveniently produce the trunnion channels. The lugs 27 and 28 by which the u per and lower members of the carrier are oined together obviouslyserve togreatly stifien the'walls of the built up carrier. i

The carrier is open at its ends, the end walls, or at least one of them, being omitted and the'channels extend entirely to the open end or ends of the carrier. This arrangement permits the roller to be introduced'into and removed from'the chamber 11 through 15 the open end of the carrier. In the conthe track flan es. Said lugs extend above the level of t e upper faces of the track flanges such distance that when the wear plate is in place the trunnions of the roller will not pass over the lugs. When the wear plate is removed, however, the distance between the u per faces of the lugs and the top wall of the casing is greater than the distance between the top of the roller and the lower sides of the trunnions, whereby the rolle'rmay be readily insertedinto' and removed .from the chamber. After the roller has been thus inserted, the wear plate is introduced into the chamber and fixed to the carrier-in any suitable manner, and the presence of the wear plate serves to hold the roller from displacement as stated. The lugs 35 serve as stops to'arrest the roller at the limits of its rolling movement in the carrier.

o In the construction shown in Fig, 4, where the wear plate, as a separate element, is omitted there are provided at one 'or both ends of the carrier stops 36 which are located in the path of the trunnions above the track flanges 16 and serve, not only as means to arrest. the roller, but also as means for locking the roller from displacement in the carrier. The said stop 36, as herein shown, consists of the heads of bolts 37 which extend 0 through the side walls of the carrier andsaid bolts'are fixed in place by nuts 38 which 7 are; screw-threaded on the outer endsof the 0 ts. I

the up er' and lower bearing mem ers, will i start cm a given'or predetermined posibolster.

I mayprovide the tracks at or'near their longltudmal centers thereof with depresrelatively to the tracks tion in the carrier and that it will not be thrown beyond its centering position at such time by reason of sudden 'sl1ocks,,--'due to throwing the brakes on the car, or for other reason. As a further 'or separate improvement, the roller 12, for this and other bearing devices, may be made up of a number of disks or members 42, 43 which are relatively rotative about a common axis. As shown in Figs. 3, 4 and 5 the roller is made up of three of such members, the two outer members 42 being provided with the end bearings or trunnions 14 andthe centralmemher being confined between the outer members. By reason of the close confinement of the roller laterally in the carrier no special means need be employed for holding the disks or members of the roller together, and when used in such relation to. the carrier, the said disks or members may be merely interlocked to avoid axial displacement. For this purpose the central member or disk 43 may be provided with suitable axial rojections 45 arranged to enter similarly ormed recesses in the proximate faces of the outer disks or members 42'.

The construction and arrangement of the roller in the manner described enables me to employa roller having a cylindric or parti-cy-lindric periphery while almost entirely avoidin the sliding friction of the roller on the bearing members due to the uses of such cylindric roller in the relationherein referred to, that is, wherein the carrier of the roller swings onethe arc of a circle, which in a side bea'fihg isstruck from the axis of oscillation of the car body Theoretically, in order to avoid such slid' g friction when using asolid roller or other antifriction element, thebearmg surface thereof should be made'conicaL- An objection to a conical roller or 'antifriction element in this relation, however, is its end thrust a ainst the wall of the carrier adjacent to 't e larger end of the roller. By using a roller made up of a'number of parts which are freeto rotate relativelyto one another, I am enabled to employ a such end thrust. I claim as my invention, 1. In an anti-frict on bearing, upper and roller having a cylindric periphery and 2 thereby avoi I lower bearing members, an interposed antifriction-element having a cylindric surface, said anti-frlction element-embracing a plurality of disks or members arranged fiatother, andginterlocking means on said ele- 2. A side bearing for railway cars and wise together and rotative relatively to each the like, comprising a carrier arranged to form a chamber for an anti-friction element and provided with means for attaching it to a support, and an anti-friction element i in said chamber, the anti-friction element as my invention I afiix my signature in the v embracing a lurality of disks or members resenceof two witnesses, thls Qndday of arranged wit their flat sides together and anuary A. D. 1909. r rotative relatively to each other, the .outerv EDWIN S. WOODS. 5' most of sa-id members being provided-with Witnesses: s

end hearings or trunnions. W.L. HALL, In testimony, thatI claim the foregoing A. M. PAnLUIN. 

